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(No Model.)

. F.1U.ADAMS. RAILWAY GAR AND TRAIN.

N0. 489,911. Patented 'an 9 She (No Mouel.) 9 Sheets-Sheet 2,

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RAILWAY'OAR AND TRAIN.

(No Model.)

9 Sheets-Sheet 3. F. U. ADAMS. RAILWAY GAR AND TRAIN.

`110.489,911. Patented Jan.'17, 1893.

(No Model.)

9 Sheets-Sheet 4. F. U; ADAMS.

RAILWAY GAR AND TRAIN. No. 489,911.

yPatented an. 17, 11893. 7 f/l/l/l//l/l//lllr/Avfl'l@nl/110111115110111'111ggA Q (No Model.) 9 Sheets-Sheet 5. l U. ADAMS'. e

1 RAILWAY GAR AND TRAIN. 111e.. 489,911. Patented Jen. 17, 1893.

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9 Sheets- Sheet 6. P. U. ADAMS. 4 RAILWAY GAR AND TRAIN. No. 489,911. Patented Jan. 17, A893.

ll// all IIIMIIII y L9 Sheets-Sheet 7.1 F. U. ADAMS. RAILWAY CAR AND TRAIN.

(No Model.)

(No Model.) 9 Sheets-Sheet 8.

F. U. ADAMS. RAILWAY GAR AND TRAIN.

PatentedJan. 17, 1893.

(No Model.) 9 Sheets-Sheet 9.

P. U. ADAMS. RAILWAY OAR AND TRAIN.

N0. 489,911. Patented Jan. 1'7, 1893.

faire laan "aan 'rrrc.

FRFDERiCK U. ADAMS, OF CHICAGO, ILLINOIS, ASSIGNOR OF ONE-HALF TO ROBERT S. MCCORMICK, OF SAME PLACE.

FAHLAY CAR AND THAIIN.

. SPEGXFICATIGN forming part of Letters Patent No. 489,911, dated January l?, 1893.

Application tiled October 27, 1891. Renewed November 9, 1892. Serial No. 451,430. (No model.)

ro marked thereon, which form a part of this.

specification.

This invention has reference to the construction of railway trains with the primary object of diminishing atmospheric resistance to their movement and with the ultimate object of making a higher speed of such trains attainable with a given expenditure of mo-l i tive power.

The general invention contemplates the prozo vision of substantially continuous outer surfaces of the train in unbroken lines, and the convergence of said surfaces at the extremities of the train. This involves inclosure of the running gear, the `flush and flexible connection of the cars and a modification of the present forms of some of the vehicles composing the train. The general idea above outlined is that which has been applied to the lateral and bottom surfaces of vessels with 3o reference to the action thereon of the water in which they float, and it has been suggested in connection with railway trains with reference to atmospheric resistance; but no constructionhas been disclosed up to the present g5 time, so far as I am aware, by which its application lo modern railway trains is made practicable.

The structural conditions of modern railway passenger trains which are to be recog- .io nized in any practical application ot' what may be called the ship principle thereto, include the necessary contact of t-he Wheels with the track, the [iexure of the train, the lateral oscillatory movement of the cars upon their trucks, a limited rotary movement of each truck with respect to the car, and lateral, Vertical and oblique movements of the ends of contiguous cars relative to each other. ln addition to these may be mentioned -the necessity for frequent access to the running gear,

that of removability `or interchangeability of trucks and ready detachability andunion of cars. It is the purpose of my invention to provide a construction that will meet these conditions.

The present application, while showing the engine, is more especially confined to the vehicles drawn by the engine, and the other applications will be iiled relating particularly to the engine. y

In the accompanying drawings which illustrate my invention: Figure l is a top view of a complete train containing my improvements and Fig.'2 is a side View thereof. Fig. 3 is an elevation of contiguous ends of con- 65 nected cars enlarged, showing particularly devices'for laterally inclosing the running gear, doors leading to the platform and a flush, flexible connection joining the cars. Fig. 4 is an enlarged horizontal section in the 7o line 4 4 of Fig. 3. Fig. 5 is a transverse, vertical section through the platform, in the line 5 5 of Fig. 3. Fig. 6 is avertical,trans verse section in the line 6-6 of Fig. 3. Fig. 7 is a bottom view of portions of two con- 75 nected cars. Fig. 8 is a central, longitudinal, vertical section of a truck, showing a form of device by which the bottom inclosure for the running gear may be sustained therefrom. Fig. 9 is an enlarged central, Vertical 8o and longitudinal section of end portions of two connected cars. Fig. lO is an enlarged Jtransverse, verticalsection in the line lO-lO Vof Fig. 3, of the upper portion of the outer open frame which surmounts the platform. Fig. 1l is a detail in horizontal section in the line 11-11 of Fig. 9, looking downward, showing the flush iieXible connection between the cars, retracted. Fig. l2 is the same View as Fig. ll, showing the iiexible connection ex- 9o tended. Fig. 13 is a partial horizontal section of a side of the car through a window, as

in the line 12d-"13 of Fig. 3. Fig. 14 isapar- 'tial side view showing a modification of the side walls of the housing for the running gear. Fig. 15 is a vertical, transverse section in the line 15-15 of Fig. 14, the truck beams and bearings being omitted. Fig. 16 is a vertical, transverse section in the line 16-16 of Fig. le. Fig. 17 is au end view of a car deloo tached from the train, showing an end wall of the inclosure for the running gear. Fig. 18 vis a central, vertical, longitudinal section .in the line 18-18 of Fig. 17.

In Figs. 1 and 2 A represents the engine, B the tender, O a baggage car and D a passenger car or coach. The train may of course include any desired number of baggage and passenger cars, the rear end ot' therear passenger coach .alone having the tapering or wedge form shown in these figures;

' The construction that will be first described is the inclosure for the running` gear. E is the bottomI of this inclo'sure and consists of a at or substantially flat structure, illustrated as being formed of cross boards fastened to longitudinal string-pieces,but which may be'otherwise constructed` if preferred.

This bottom E has openin-gs e for the wheels, wide enough to allow of the necessary oscil- Vlation of the truck upon its vertical axis, andA is so sustained that it may practically preserve its laterall relation to the car body and at the same time itsparallelism with the track. It will for this purpose bel suspended from points in or near the axes of the trucks and preferably from the running gear, though it may be in part sustained from thecar, as will be explained.

As asuitable means for supporting the ioor E from the trucks, when the latter have` three axles each, Figs. 5, 6 and 8 showaswiveled hanger E', comprising an upper member e and a lower member e2. The membere is constructed to form a bearing box embracing vthe middle axle a at its middle point and to,l

furnish a supporting lflange e3 for the suspension of the member e2 therefrom. The said member e2 is made in two parts, of which the part e4 is attached to the .bottom E and the other and annular part e5 overlaps the flange e3 and is fastened to the part e4 (see Fig. 6). :The suspension of the bottom E from the middle points of the middle axles (which are in the'verticalaxes of the trucks) or otherwise from points in the axes of the trucks, by swiveled hangers, manifestly allows the trucks to oscillate on their king-bolts with respect to the bottom E, as well as with respectto checar body, and said bottom may therefore preserve its relation laterally to the car body. A suspension of the bottom from the axle of course further preserves the distance of the bottom E from the tracks, notwithstanding the rise and fall of the car body on its sustaining springs. This latter fact may, however, bedisregarded, if thought to be of little importance, and the points ofsuspension of the door E may be theA central of thecar body itself.

- A suspensory device connecting of the floor with the middle of the car body points of the truck frames,or the central linen the middle car body. vThis may be employed whether the floor be suspended at its ends from the axle or axles or from the truck frames.

It is not especially desirable that the floor E, which is \as close as practicable to the ground, shall not share the oscillations of the car body, but shall substantially preservea horizontal position. To attain this Object it must have suitable connections with the axles or frames of the trucks. As such a provision, acting with respect to the axles, Figs. 8 and 15 show metal bracketsE2 attached to the tloor E near the wheels and rising into contact orproximity. withvan axle of each truck.

Chains hanging from the axles or, less desirably, from the truck frames, will produce the same result.

The lateral walls of the inclosure for the running gear must be such as to permit oscillation of the car body without corresponding oscillation of the floor E. They may be variously constructed to attain-this end. The` construction shown in Figs. 3, 5, 6, 7 and 9 embraces a series of flexible self-rolling curtains which extend from the lower edgesl of the car body to the outer edges 'ofthe ioor. E. As here shown, each of the curtains F, is attached toa roller F (which is of the wellknown spring-winding order and, therefore, not illustrated in detail) the rollers F being mounted in brackets f on the lioorE and the curtains being drawn upward for connection l be employed pivoted lto the lower edges of thecar and provided with longitudinal grooves in their opposite sides to receive the edges of the curtains. Said grooved bars F2 will not `-out or extended and with a hole or holes f2 by which it may be secured to a pin or pins f3 on the car body. A series of curtainsFmay extend the entirelength of the caron each side and thereby complete the lateral inclosure of A the running gear. In the oscillation of the car IOO extend to the edges of the floor Ebut will be body upon its trucks the curtains will be perf y mitted to be farther drawn out or will be drawn in, by the automatic spring rollers F", and they will thus accommodate themselves t0 the oscillation, of the car body while preserving their tension. The pivoted guide bars F2, if employed, will meantime adjust themselves on their pivots tothe Var ying direction of the curtains with respect to the car body. It will manifestly not be a material change to reverse theconnections of the curtains de-r scribed, or to employ other retracting devices than spring rollers. VVhateVer the form of the extensible connections between the car body and the bottom E it will be desirable to extend the vertical sides d d of the cars downward below the sills d', as indicated in the sectional views, Figs. 5 and 6, in order that the curtains or other form of connections may at all times freely clear the journal boxes and hangers of the trucks.

In Figs. 15 and 16 is shown a modification of the extensible side walls of the running gear inclosure. Here the principal part of each side wall is composed of two vertically overlapping or telescoping plates F3 F4, one of which, F3, is hinged to the car body and the other of which F4, rests with its lower edge seated in a groove of a step F5, attached to the bottom E. Each upper part F3 has end cleats f4 on its inner surface which cleats have side grooves to receive the vertical edges of the lower parts F, as indicated clearly in Figs. 5 and (3, and it is also provided with doors f5, opposite the journal boxes to give ready access to the latter and to the wheels for the usual purposes of oiling and examination. A central section, F, of the side wall is, however, in this case shown as a rolling curtain, essentially like those previously described, but having its spring Vroller on the car body and its free edge detachably connected with the edge of the bottom E. This gives general access to the running gear.

In Figs. 17 and 18 is sliown an end wall of the running gear inclosure, located under the outer cross-beam of the platform or outside the platform steps. This end wall also comprises two parts, as shown, the upper part F7, being secured to the car body and the lower part F8, resting upon the bottom E, suitably extended for the purpose. These two parts have a vertically slidingr relation to each other as in the case of the side walls just described and as indicated plainly in Fig. 18. The lateral inclosure at the sides of the platform and f between the' steps may correspond with either of those described for the intervening portions of vthe sides, as, or example, indicatedin Figs. 5, 7, 9 and 18. v

In any of the constructions described a removal of a truck from beneath the car may be effected by disconnectingthc devices by which the bottom E is suspended and lowering the said bottom to the track and then pushing the truck out over the bottom E, the end wall of the inclosure,.if employed, being also removed. It' desired the bottom E may be provided with shallow rails to receive the tread of the wheels and to guide the trucks in their passage from beneath the car, and said rails may serve as part of the stilening devices or as string-pieccs of the said bottom, as indicated at c in Fig. 16.

In the vertical plane of the out-cr crossbeam of the platform, cach car is provided with a fixed intcriorlyopen frame G, corresponding in lateral and vertical dimensions and in external contour with the end of the i car body. This frame forms jambs for the opposite sliding doors H, H, which are shown to be exterior to the car body but which may obviously slide into recesses formed in the ends of the car, if desired. The doors H H extend to or below the lower steps and, if

those shall terminate inside the plane of the ear sides, as shown and as believed to be desirable, each door will have an inwardly inclined lower portion h, extending to or inclosing said lower steps. The roof and upper sides of the car will extend in straight lines into junction with the frames G G, as shown in Fig. 3, and when the doors H H are closed, each car (excepting as to the rear end of the rear car of the train) presents on all sides straight and substantially unbroken surfaces between th e outer extremities of its platforms.

The flush, elastic connections between adr jacent cars will join their frames G G. These connections may be of any approved form as, for example, such as are now in use on vestibuled trains, or partly of that form and partly of other forms. For simplicity, a form of such connection is here shown consisting of only horizontally extensible curtains mounted on spring rollers.

Fig. 10 illustrates the upper portion ofthe frame G of a car havinggtop and side curtain rollers attached thereto at one side of the middle of the car, a car to be coupled therewith having the same provision, so that when the two cars are brought together the curtains from each car will be drawn across the space to the other and both sets of curtains will complete the inclosure. The roof of the car is shown peaked, to accommodate a single roof roller I at each side of the middle, and said roller and the adj acentvertical rollerlaare both shown supported at a distance from the flange g, of the frame G, and a guide bar or roller 'i is provided near the flange g, to hold IOO the curtain I close to the latter at all stages of extension.

In Figs. 9, l1 and 12 are shown suitable devices for drawing and holding these curtains extended, each of said curtains being provided with a stiif marginal bar fi', from which projects a pin i2. On the opposite car frame G is located a suitable ratchet and pawl winding shaft I3, provided with a cord 3, which will be engaged with the pin t2, after which the shaft I will be rotated to forcibly extend the curtain. This unwinding or curtain-extending device is illustrated onlytin connection with the vert-ical side curtain I, but one will be provided for each. A similar curtain may be applied to the space below the platforms, as indicated at I4 in Fig. 9.anda similar or other suitable connection may be extended from the bottom E of one car to that of the next to complete the continuity of all external surfaces of the cars at their junction with each other.

By the above described devices, or their equivalents, for inclosing the running gears of the cars of a train and providing substantially flush, continuous surfaces at the intervalsbetween cars, a large percentage of the atmospheric resistance which is met bythe v also has its running gear inclosed, as indicalted in Figs. 1 and 2. Its top is removable in sections h b, for the introduction of coal` and water. The rear car of the train should also be tapered at its rear end somewhat as shown in the same figure of the drawings, to avoid the suction which otherwise takes place when a train is run at a high speed.

To fully carry out the idea which forms the basis of my invention and to realize the 'fullest advantage thereof, the engine should also be formed or curved in such manner as to penetrate and pass through the body of air which the trainv encounters with the least degree of resistance attainable. This construction of the engine is only generally indicated in Figs. l and 2 of the drawings and is not claimed in this application.

Of that construction of the inclosure for the running gear ofy the carsv which contains the lateral curtains and spring rollers, or other spring retracting devices, it may be said that the springs, i suitably strong will tend materially to prevent lateral oscillation of the car body upon its trucks, because, although springs on opposite sides of the car oppose each other, they are of equal force only when the car is erect, andupon its being tilted, the springs upon that side toward which it tilts arelessened in vforce in proportion to the extent of the tilt while those on the opposite side are simultaneously increased in force. p

In the flush connections between cars there are .objections to the use of curtains to form the roof of the space thus inclosed and it will be preferable to extend the roofs of the cars vby the now familiar form of accordion extensions which are alike on both cars and which meet at their end faces. The curtains described for the sides may be used with such roof extensions because the relative vertical movements of the sides of the connected cars are comparatively slight.

I claim as my invention:

1. A railway car provided with a housing -for the running gear comprising sides and a l the lat-ter.

bottom which bottom is independent of the car body as to the oscillatory movement of 2. In combination with a railway car, a housing for the running gear comprising a bottom connectedwith the said gear, whereby its horizontal position is practically maintained, andextensible side walls connecting the bottom with the car body.

3. In combination with a railway car, a

face over which a disabled truck may-be run from beneath the car body.

6. In combination with a railway car, a

housing for the running gear comprising abottom which is sustained wholly or in part from the said gear and with respect to which the trucks of the gear may vibrate on their axes, and side walls which are extensible and which are connected with both the car body and said bottom. v

7. In combination with a railway car, a housing for the running gear comprising a bottom connected with the running gear for the maintenance of its position laterally and horizontally and an extensible, flexible curtain connecting the edge of the bottom with the car body. l

8. In combination with a railway car, a housing for the running gear comprising a bottom connected with the running gear, extensible side walls connecting said bottom With the car body and an extensible end wall also connecting the bottom with the car body.

9. In combination with a railway car, a housing for the running gear comprising a bottom connected with the running gear, an end wall or walls composed of two vertically overlapping and relatively sliding and vertically extensible side walls.

10. In combination with housing for the running gear comprising a bottom connected with the running gear, and a side curtain mounted on a spring-winding roller connected with either the bottom or the portions,l

a railway car, ar

IOO

IIO

car body and extended to and detachably conl nected to the other of said parts. W

v 11. In a railway car, the combinationwth the car body having its sides extended downwardly below the sills, of an inclosure for the runninggear comprising a bottom connected with the running gear and lateral Walls for said inclosure composed of the said downward extensions of the car sides and extensible portions reaching from` said downward extensions to the bottom. I

l2. In combination with a railway car, .an inclosure for the running gear comprising a bottom connected with said running gear, and lateral walls containing an extensible twopart flap, the upper part of which is hinged to the car body 'and the lower part of which rests upon the edge of lsaid bottom, the said bottom being provided with a notched or grooved step to receive the lower edge of the flap.

13. lln combination with a car provided with an inclosure for the running gear, having sides, end and a bottom a roof covering the platform, doorjambs rising from the outer cross-beam of the platform to said root and doors, substantially flush with the sides of the car and gear housings and extending to the bottom step leading to the platform.

14. A. railway train comprising a plurality of cars each having trucks pivoted thereto, each car having an inclosure for its running gear of which the bottom is sustained in a substantially fixed lateral relation to the car body but is practically maintained in a horizontal position by connection with the running gearg and means for inclosing the spaces between carssubstantially flush with the tops, sides and bottoms otn the cars and of their running gear inclosures.

15. A. railway train comprising a plurality of cars each having trucks pivoted thereto and each having an inclosure for its running gear of which the bottom is sustained in. a substantially ixed lateral relation to the car body but is practically maintained in a horizontal position by connection with the gear, and expansible means for inclosing the space or spaces between cars substantially flush with Y the tops, sides and bottoms of the cars and their running gear inclosures, the rear car ot the train being tapered or contracted at its rear end., substantially as shown and described.

16.. A railway train comprising a plurality ci' cars each having trucks pivoted thereto and each having an inclosure for its running gear, ot' which the bottom is sustained in a substantially fixed lateral position relative to the car body but is practically maintained in a horizontal position by connection with the running gear, a tender having an inclosure for its running gear and its rear end of the same or nearly the same dimensions as that of the adj acentcar, and expansible means for inclosing the spaces between these vehicles substantially ush with the surfaces of the vehicles connected.

17. ln combination with a railway car provided With pivoted trucks, an inclosure tor the running gear comprising sides and loottom, the bottom being suspended trom the ruiming gear in the axis of its rotation beneath the car, and projections from the said bottom at opposite sides of its points ot suspension, connection with the gear for vthe maintenance of the said bottom in a substantially horizontal position.

18. In combination with a railway car provided with pivoted trucks, an inclosure for the running gear comprising sides .and bottom, the bottom being sustained from the middle of the middle axle of each truck and provided with side connections with an axle of each truck for the preservation ot' the horizontal position of said bottom.

19. 1n combination with a railway car llaving pivoted trucks, an inclosure for the running gear comprising sides anda bottom the bottom ot which is sustained near its ends from points on. the axesof the trucks and is centrally sustained from the middle of the car body. l

20. ln combination with a siavvheeled truck centrally pivoted to a car body, an. inclosure for the running gear provided with a bottom, a bearing box hanging at the middle of the middle truch axle, and an extension ot said bearing box pivoted to the latter by a vertical pivot and secured to the bottom of the running gear inclosure.

21. In combination with the pivoted truck of a railway car, a lateral and bottom inclosure for the running gear of which the bottom is suspended from the axes of the trucks, and

standards rising from the said bottom on opposite sides of its median line, beneath and into proximity with the axles of the trucks.

lin testimonythat l claim the foregoing as my invention I aix my signature in presence of two witnesses; i

FREDERICK U. ADAMS.

Witnesses:

M. E.. DAYTON, O. CLARENCE PooLE. 

